Bloor streetcar line
The Toronto Transit Commission operated the Bloor streetcar line along Bloor Street and Danforth Avenue, extending at its longest from Jane Street (Jane Loop) in the west end of the city to Luttrell Avenue (Luttrell Loop) in the east.
Both Luttrell and Jane loops at the termini were transfer points between streetcars and suburban bus routes.
In 1891, the Toronto Railway Company (again privately owned) took over the line and extended horsecar service west to Dufferin Street.
[4]: 38–43 In 1918, the Prince Edward viaduct over the Don Valley was completed, and the TRC's Bloor route was extended east from Sherbourne Street to Broadview Avenue.
[7] On October 2, 1921, the TTC temporarily joined the TRC's Broadview line (on Broadview Avenue) to the TCR's Danforth line after completion of Luttrell Loop at Danforth and Luttrell Avenues; Peter Witt streetcars ran over the route.
[4]: 36 On July 1, 1923, the TTC created its new Bloor route from Luttrell Loop to Lansdowne Avenue.
[5]: 49 On August 24, 1949, four new A7-class (4400-series) PCCs with multiple-unit capability went into service during the rush hours but running as single units.
Besides becoming the western terminal of the Danforth tripper in 1954, Bedford Loop was available to store streetcars to handle crowds from Varsity Stadium across the street.
Until the Yonge subway opened, this tripper route had run downtown from Luttrell Loop.
Starting July 16, 1951, all King service turned back at Vincent Loop (until 1966 located opposite today's Dundas West station).
[3]: 69 [1] From December 8, 1945, until the Bloor–Danforth subway opened, the Harbord streetcar route was changed to run along Bloor Street West between Ossington Avenue and Dovercourt Road.
[10] A characteristic of the Bloor streetcar line was the use of multiple-unit (MU) PCCs running as two-car trains.
By 1949, traffic congestion was making it difficult for streetcar service to stay on schedule using less than 2-minute headways.
The TTC added couplers to the 50 ex-CTS cars built by Pullman-Standard (class A11), which were already wired for MU operation.
[6]: 82 MU operation required special adjustment to the overhead to handle the two raised trolley poles on each train.
